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0 

BASIN  OF  THE  MISSISSIPPI, 

AND  ITS  NATURAL 

BUSINESS  SITE, 

AT  THE  CONFLUENCE  OF 

®lje  ©l)to   anb  itlisstssippi   EioerB, 

BRIEFLY  CONSIDERED, 

BY 

T.  J.  CRAM, 

Capt.  U.  S,  Topographical  Corps  op  Engineers. 


NEW  YORK: 
NARINE  &  CO.,  PRINTERS,  21  WALL  ST. 

1S51. 


t    • 


Collection  of  Uv^ 


?? 


BASIN  OF  THE  MISSISSIPPI, 


AND  ITS  NATURAL 


BUSINESS  SITE, 


BRIEFLY  CONSIDERED. 


Whoever  is  conversant  with  the  elements  that  combine 
to  make  a  vast  city,  must  be  strongly  impressed  with  the 
natural  advantages  of  the  site  of  Cairo,  at  the  junction  of  the 
Ohio  and  Mississippi,  (Lat.  about  36°  N.,  Long,  about 
12°  W.  of  Washington.) 

To  one  familiar  with  the  geography  of  the  Old  World, 
or  the  New,  it  is  well  known,  that  many  of  the  largest  cities 
are  located  in  the  interior,  in  many  cases  far  inland,  yet  pos- 
sessing easy  natural  water  communications  with  the  sea,  and 
many  business  points. 

Whoever  has  given  his  personal  attention  to  the  site  of 
Cairo,  whether  upon  the  ground  itself,  or  by  studying  the 
Map  of  the  Basin  of  the  Mississippi,  has  not  failed  to  per- 
ceive, there  is  no  point  in  this  Basin  so  strongly  marked  by 
nature  as  this  for  a  great  city,  nor  one  whose  influence  could 
be  so  readily  wafted  to  remote  points,  and  thence  reflected 
back  by  the  same  navigable  channels  to  Cairo,  as  a  central 
mart  of  an  immense  business. 


Enterprising  minds  have  been  active  in  studying  all  the 
bearings  of  this  site,  in  reference  to  the  Agricultural,  Com- 
mercial, and  Manufacturing  interests  of  the  North- West  and 
the  South-West  States.  It  may  be  doubted,  if  any  one  who 
has  given  careful  attention  to  this  subject,  has  not  come  to 
the  opinion,  that  the  trade  of  a  very  large  number  of  the  val- 
leys of  these  States,  already  begins  loudly  to  call  for  a  city 
at  Cairo,  to  come  forth  with  business  facilities  upon  a  scale 
commensurate  in  plan  with  the  future  increase  of  this  trade. 

What  are  these  valleys  ?  Some  of  the  principal  may  be 
mentioned.  Those  drained  into  the  Ohio,  are  the  Tennes- 
see (850*);  the  Cumberland  (450);  the  Green  River  (308); 
the  Kentucky  (312);  the  Grand  Kankawha  (327);  the  Wa- 
bash(477);  the  Monongahela(216);  the  Muskinghum(216); 
the  Alleghany  (300).  Those  drained  into  the  Mississippi, 
are,  the  Missouri  (3217);  the  Kaskaskia  (250);  the  Illinois 
(400);  the  Rock  (285);  the  Lower  Iowa  (237);  the  Des 
Moines  (400);  the  Wisconsin  (580);  the  St.  Peter's  (400). 
The  Ohio  itself  being  945  miles  long,  and  the  Mississippi 
3500  miles  long. 

Almost  all  these  rivers  are  navigated  by  steam-power, 
and  the  waters  of  all  (and  many  more  not  here  enumerated,) 
come  together  at  Cairo,  and  are  thence  led  off  by  the  lower 
Mississippi  to  the  Gulf  of  Mexico. 

Taking  the  portions  of  the  Western  rivers  that  are  navi- 
gated by  steam,  and  applying  these  portions  end  to  end,  we 
should  have  a  continuous  navigable  river  of  more  than  12,000 
miles  in  extent. 

Now  it  happens  there  is  no  point  above  Cairo  in  ascend- 
ing the  lower  Mississippi,  to  which  steamers  of  the  largest 

*  The  figures  following  the  names  of  the  valleys,  represent  the  number  of  mile* 
in  length  of  the  rivers  running  through  these  valleys. 


class  can  reach  at  all  times,  in  all  seasons — either  from  want 
of  sufficient  depth  of  water  in  midsummer,  or  from  ice  in  win- 
ter. Cairo  may  therefore  be  said  to  be  at  the  head  of  per- 
petual navigation  in  the  great  basin  of  the  Mississippi  ;  and 
it  naturally  becomes  a  point  where  the  navigation  of  the 
Western  rivers  requires  a  change  of  boats,  which  must  make 
it  a  stopping  place  of  an  immense  traffic. 

In  the  middle  of  the  North  American  Continent,  a  divi- 
ding ridge  extends  from  the  N.  E.  extremity  of  the  Alleghany 
Mountains,  nearly  due  west  to  the  southern  extremity  of 
Lake  Michigan  ;  thence  N.  W.  to  near  the  western  extrem- 
ity of  Lake  Superior  ;  thence  W.  N.  W.  to  the  Rocky 
Mountains.  The  elevation  of  this  ridge  is  only  about  1  500 
feet  above  the  level  of  the  sea.  It  is  the  water  shed  of  the 
four  great  hydrographical  basins  east  of  the  Rocky  Mountains ; 
the  basin  of  McKenzie  River  flowing  over  2000  miles  into 
the  Arctic  Ocean  :  the  basin  of  the  Saskatchawan  flowing 
even  from  the  base  of  the  Rocky  Mountains,  1700  miles,  into 
Lake  Winnepeg  and  Hudson's  Bay  :  the  basin  of  the  great 
lakes  and  the  St.  Lawrence,  and  the  basin  of  the  Mississippi, 
flowing  over  3000  miles  into  the  Gulf  of  Mexico, 

The  McKenzie  and  Saskatchawan,  belong  to  the  vast 
region  of  rocky  and  broken  surface  within  the  frozen  soil. 
These  two  valleys  therefore  are  of  little  value  for  the  abodes 
of  civilization.  The  St.  Lawrence  remains  during  its  whole 
course,  in  the  cold  temperate  zone.  The  upper  portion  of 
this  basin — the  valley  of  the  lakes — is  of  immense  value;  and 
the  only  drawbacks,  are  a  division  of  it  between  two  different 
governments,  and  the  coldness  of  its  climate.  The  Missis- 
sippi alone  flows  south  through  the  warm  temperate  regions, 
to  seek  a  better  climate  under  the  more  genial  sky  of  the 
Gulf. 


6 

The  Missouri-Mississippi,  with  its  3500  miles  of  naviga- 
tion, is  longer  than  the  Amazon  by  500  miles.  The  area 
drained  by  the  Amazon,  contains  about  2,000,000  square 
miles — double  the  basin  of  the  Obi,  in  Asia,  which  is  the 
largest,  though  one  of  the  least  valuable,  in  the  Old  World. 

The  basin  of  the  Mississippi  is  over  1,000,000  square 
miles — double  that  of  the  great  rivers  of  China,*  and  three 
times  the  size  of  that  of  the  Ganges  or  of  the  Indus.  The 
rise  of  the  Mississippi  basin,  from  the  shore  of  the  Atlantic, 
as  we  go  north,  for  an  extent  of  thousands  of  miles,  is  so 
very  regular,  so  gradual,  so  insensible,  that  the  eye  is  scarcely 
able  to  perceive  it,  and  we  infer  its  existence  only  by  the 
flow  of  the  rivers.  To  ascertain  it  positively,  we  must  re- 
sort to  the  instruments  of  the  Engineer,  which  will  indicate 
a  fall  of  only  a  few  inches  to  the  mile. 

The  value  of  the  basin  of  which  Cairo  will  be  made  the 
centre  of  business,  does  not  depend  upon  size  alone.  Other 
circumstances  connected  with  its  physical  geography,  should 
be  taken  into  the  estimate.  Its  adaptation  as  an  instrument 
of  development  for  the  civilized  societies  who  form  them- 
selves in  it,  should  be  carefully  considered.  In  its  adapta- 
tion, we  perceive  enough  to  allow  us  to  affirm,  that  it  cor- 
responds admirably  to  the  epoch  of  emancipation — of  social 
equality,  and  of  universal  exchanges.  From  all  parts  of  Eu- 
rope, a  superabundant  population  lands  upon  our  shores  ;  we 
open  our  arms  and  welcome  them.  Every  where  our  harbors 
are  easy  of  access — the  climate  salubrious.  The  children  of 
all  nations  come  to  unite  themselves  in  the  vast  spaces  of 
the  West — presenting  to  the  world  for  the  first  time  a  cos- 
mopolitan nation.  The  West  is  the  instrument  which  this 
new  society  finds  at  her  disposal.      She  seizes  it  vigorously, 

*  "  Yan-tse-Kiang  "  and  "  Hoang-ho." 


and  wields  it  with  an  ever-increasing  success.  An  abundance 
of  lands,  rich  in  vegetation,  minerals  and  raw  materials,  pro- 
mises recompense  to  labor,  and  assures  to  it  dignity  and  in- 
dependence. 

In  the  interior,  the  communications  opened  by  nature 
herself,  and  being  every  day  rendered  still  more  accessible 
by  art,  respond  to  this  need  of  locomotion,  and  facilitate  this 
life  of  exchange,  and  of  social  intercourse,  so  characteristic 
of  the  age. 

Our  position  in  the  middle  of  the  ocean,  between  the  two 
extremes  of  the  Old  World — Europe  and  Asia — must  inevi- 
tably place  in  the  hands  of  America,  the  best  part  of  the 
commerce  of  the  Old  World.  Who  does  not  see  the  vast 
power  of  such  a  lever  ?  And  who  can  deny  that  it  is  con- 
fided to  the  New  World,  to  disseminate,  broad  as  the  world 
itself,  the  principles  of  civilization,  self-government,  and 
truth  ? 

Such  being  the  obvious  destiny  to  which  nature  herself 
seems  to  invite  the  communities  who  spread  themselves  over 
the  broad  plains  of  our  continent,  it  becomes  a  question  of 
physical  geography,  to  ascertain  the  most  feasible  localities 
the  country  affords  for  the  accomplishment  of  such  high  ends. 
In  what  precedes,  some  of  the  geographical  features  have 
been  touched  upon,  with  a  view  of  bringing  to  a  general  com- 
parison with  each  other,  the  four  great  hydrographic  basins 
east  of  the  Rocky  Mountains.  And  this  comparison  demon- 
strates the  superiority  of  the  Mississippi  to  consist  in  size, 
climate,  fertility  of  soil,  natural  channels  of  communication, 
centrality  of  position  as  regards  the  commerce  of  the  Old 
World  as  well  as  the  New,  its  sloping  towards  the  south 
instead  of  the  north  or  east,  and  its  accessibility  in  reference 
to  the  Atlantic,  at  all  seasons. 


8 

The  area  of  that  portion  of  the  basin  immediately  north 
and  east  of  Cairo,  amounts  to  400,000  square  miles,  (without 
including  any  below  the  junction  of  the  Ohio  with  the  Mis- 
sissippi.) The  natural  products  of  this  amount  of  soil,  must 
seek  markets  by  a  descending  trade  along  the  rivers,  whose 
waters  all  meet  at  Cairo.  Then  there  is  the  up  trade  of 
what  would  naturally  arise  from  the  products  of  600,000 
square  miles  of  the  basin,  south  of  Cairo,  which  ascends  the 
lower  Mississippi.  Cairo  stands  as  a  natural  business  mart 
between  the  geographical  divisions  of  the  north  half  and  south 
half  of  the  Mississippi  Basin.  No  one  who  has  traversed, 
with  an  eye  of  intelligent  observation,  the  numerous  valleys 
composing  this  basin,  doubts  of  its  capacity  to  sustain  as 
dense  a  population  per  acre  as  Belgium,  which  would  give  to 
the  division  above  Cairo,  a  population  of  128,000,000,  and 
to  the  division  below,  217,000,000,  supposing  both  divisions 
equally  populated.  The  centre  of  population  of  the  United 
States,  in  the  year  1783,  was  on  the  right  bank  of  the  Sus- 
quehanna, (town  of  Wrightsville,  Pa.)  It  was  a  question  of 
debate,  whether  this  or  Washington  should  be  honored  with 
the  capitol.  In  1840,  the  centre  of  population  had  moved 
westward  very  considerable,  and  slightly  southward,  to  near 
Cincinnati,  Ohio.  The  westward  motion  at  the  rate  of  7^ 
and  the  southern  at  the  rate  of  ,™  of  a  mile  per  annum.  At 
this  rate  continued,  the  centre  of  population  will  reach  the 
meridian  of  Cairo  in  1872,  and  the  southern  motion  would 
bring  it  near  the  same  place,  at  the  same  time.  It  is  not 
probable  the  centre  of  population  east  of  the  Rocky  Moun- 
tains, will  ever  pass  much  west  of  the  Mississippi.  It  is  not 
hazarding  much  to  say,  the  centre  of  government  of  this 
growing  people,  will  be  not  very  far  remote  from  the  junc- 
tion of  the  Ohio  and  Mississippi.  The  fertile  and  already 
immensely   productive   valleys    composing  the  Mississippi 


basin,  must  have  a  point  whence  their  products  can  be  sent 
out  at  all  seasons,  maugre  ice  and  low  water.  Who  will 
deny  Cairo  the  natural  claim  for  such  a  business  point,  on  a 
grand  scale  ? 

But  independent  of  all  relation  Cairo  has  by  nature  to  the 
business  of  these  valleys,  it  would  become  a  large  city  from 
its  connection  with  the  business  of  the  State  of  Illinois  ; — a 
connection  foreseen  by  its  sagacious  projectors,  but  not 
realized  until  lately.  It  is  now  made  the  southern  terminus 
of  the  great  Central  Railroad  of  650  miles  in  length,  through 
the  very  middle  of  the  State  of  Illinois  to  Peru,  which  is  at 
the  head  of  navigation  on  the  Illinois  River — which  head  of 
navigation  is  in  connection  with  the  head  of  Lake  Michigan, 
by  the  existing  canal.  Likewise  from  below  Peru  to  Chi- 
cago, there  is  to  be  another  connection  by  a  branch  of  the 
Central  R.  R.  There  is  also  to  be  a  branch  of  the  Central 
R.  R.,  from  Peru  to  Galena,  111.  Not  only  is  Cairo  made 
the  southern  terminus  of  this  great  Railroad  scheme,  but  it 
is  the  northern  terminus  of  the  Railway  running  south  through 
the  State  of  Kentucky,  across  Tennessee,  and  down  through 
the  heart  of  Alabama  to  the  sea,  at  Mobile  City,  which  is  the 
southern  terminus. 

The  U.  S.  Government,  under  the  influence  of  high  views, 
and  being  convinced  of  the  national  benefits  that  would  result 
by  putting  these  extensive  lines  in  operation,  has  stepped  in 
and  lent  its  powerful  aid  to  these  works,  by  donating  on  the 
most  liberal  scale,  sufficient  of  the  public  domain  to  complete 
them  all  in  a  few  years.  Cairo  comes  in  the  middle  of  this 
iron  chain,  that  is  to  unite  Northern  and  Southern  internal 
commerce,  extending  from  the  head  of  the  St.  Lawrence  and 
Great  Lake  Basin,  to  Mobile. 


10 

In  a  political  point  of  view,  these  projected  railways  will 
have  more  influence  towards  cementing  the  bonds  of  union 
between  the  North  and  the  South,  than  any  other  project 
ever  conceived  of  by  Congress.  Whether  this  motive  enter- 
ed into  the  views  of  Congress  in  lending  its  patronage,  I  know 
not.  But  the  works  once  in  operation,  it  requires  no  great 
prescience  to  perceive  that  demagogues  and  agitators  may  as 
well  abandon  all  idea  of  making  the  people  of  the  North  and 
of  the   South  believe  in  the  possibility  of  political  disunion. 

Cairo  would  neither  be  a  Northern  nor  a  Southern  city  ; 
it  would  be  the  central  mart,  where  exchanges  from  the 
North,  South,  East  and  West,  would  take  place  ;  and  by 
this  commingling  of  commercial  interests,  a  good  influence 
would  radiate  thence  in  the  four  directions,  to  the  remotest 
parts  of  the  Republic. 


IMPROVEMENTS  AT  CAIRO  CITY. 


In  devising  a  plan  for  the  improvements  at  Cairo  City, 
there  should  be  taken  into  the  design  the  following  important 
questions  of  engineering  :  Prevention  of  inundation  ;  protec- 
tion of  river  banks  from  abrasion  ;  business  levees  ;  harbors  ; 
drainage  ;  levee  streets  ;  railway  ;  materia!  ;  stability  ;  gra- 
dation of  streets,  and  economy  in  expenditures. 

To  execute  a  work  in  reference  to  one  of  these  questions, 
isolated  from  all  connection  with  the  others,  might  entail  seri- 
ous consequences,  not  only  in  wasting  money,  but  in  hazard- 
ing that  ultimate  perfection  of  a  whole,  that  might  be  attained 
ed  by  harmonizing  all  these  points  in  a  general  design  before- 
hand. 

In  any  plan  therefore  for  any  particular  improvement,  the 
condition  of  adaptation  to  each  of  the  foregoing  points,  should 
be  involved  ;  and  whenever  a  plan  is  submitted  for  one  that 
militates  against  the  others,  it  should  be  rejected. 

In  my  opinion,  the  place  should  have  provision  for  a  street 
to  be  extended  all  along  on  the  top  of  the  dyke,  not  only 
down  on  the  Mississippi  side,  but  following  around  in  a  curve, 

2 


12 

and  along  up  on  the  Ohio  side.  This  I  will  for  brevity,  call 
44  Levee  Street."  The  top  of  this  street  should  be  from  8 
to  9  feet  above  the  level  of  the  natural  banks — which  will 
carry  it  to  3  feet  above  extreme  high  water.  This  extreme 
high  water  is  the  stage  I  witnessed  at  the  site,  in  the  highest 
inundation  ever  known — June,  1844. 

This  street  would  be  the  top  of  the  dyke  that  is  to  pre- 
vent inundation.  The  slope  of  this  towards  the  water,  should 
have  an  inclination  of  not  more  than  1  foot  vertical  to  5  feet 
horizontal.  This  slope  should  be  made  in  a  uniform  grade, 
down  to  extreme  low  water's  edge.  This  slope  should  be 
the  business  levee,  and  should  extend  all  round  the  water 
side  of  both  rivers,  and  be  paved  with  stone — similar  to  all 
the  well  known  levees  of  the  Western  river  cities. 

Tn  finishing  these  pavements,  care  should  be  taken  to  adapt 
the  work  to  answer  all  required  conditions  for  the  embouchures 
of  the  main  drains  or  sewers  of  the  city.  Likewise  in  con- 
structing the  dykes,  the  culverts  for  the  drains  ought  to  be 
previously  located,  so  that  they  can  be  made  at  the  same  time 
of  constructing  the  dykes.  This,  it  will  be  seen,  implies  tho 
location  of  the  main  sewers,  before  the  construction  of  the 
dykes,  or  else — what  would  be  false  economy — the  dykes 
would  have  to  be  afterwards  cut  through,  to  pass  the  drains. 
The  location  of  the  main  drains,  necessitates  the  gradation  of 
the  streets  by  the  spirit  level,  so  all  can  be  represented 
in  exact  profile  on  paper.  It  will  not  be  necessary  to  actually 
grade  the  streets  before  the  levels  of  the  embouchures  of  the 
drains  can  be  prepared  in  the  constructions  for  the  dyke. 

On  top  of  the  dyke  following  the  Levee  street,  the  Rail- 
road should  be  extended  all  round.  That  is,  in  coming  down 
from  the  north,  the  Railroad  should  diverge  to  the  westward 
a  little,  at  some  proper  point  (J)  and  strike  the  bank  of  the 
Mississippi  near  the  foot  of  the  lower  sand  bar,  seen  in  Long's 


13 


map,  and  fallow  down  that  bank,  leaving  sufficient  berth  be- 
tween it  and  the  low-water  line,  to  exactly  admit  of  the  in- 
sertion o{  the  proper  works,  to  protect  that  bank  from  abra- 
sion, to  form  the  business  levee  and  the  levee  street. 


And  so  on,  extending  the  Railroad  down  and  around  the 
toe  of  the  peninsula,  and  along  up  the  Ohio  bank,  to  the  upper 
angle  of  the  city,  and  then  deflecting  from  the  Ohio  and  pass* 


14 

ins;  out  of  the  city,  so  as  to  return  into  itself  at  J.  The  de- 
pot could  be  placed  at  the  most  convenient  place  on  the 
loop  of  the  Railroad  that  would  be  thus  formed.  The  Rail- 
road would  thus  encircle  the  peninsula,  and  would  not  pass 
through  the  heart  of  the  town. 

On  the  Mississippi  side,  for  an  extent  of  from  4  to  5  thou- 
sand feet,  abrasion  of  the  bank  has  produced  an  indented  or 
concave  shore.  The  mean  depth  of  water  along  here,  is  19 
feet  at  the  stage  of  extreme  low  water.  It  is  fortunate  that 
while  this  abrading  process  has  been  going  on,  threatening 
serious  consequences  to  the  town  site,  nature  has  been  in  the 
mean  time,  shaping  an  admirable  harbor  for  the  future  busi- 
ness of  the  place,  on  the  Mississippi  side — for  here  the  har- 
bor should  be.  In  protecting  this  bank  from  farther  abrasion, 
the  works  therefore  should  answer  the  conditions  of  a  good 
harbor  and  landing  place  for  steamers  and  other  craft.  This 
condition  is  involved  in  the  plan  which  I  present  for  the 
protection  of  this  bank  ;  it  also  embraces  the  conditions  of  a 
business  levee,  of  a  levee  street,  upon  which  the  Railroad 
should  be,  and  of  the  dyke,  to  prevent  inundation — and  mili- 
tates against  no  contemplated  improvement  of  the  site. 

The  causes  of  abrasion  of  the  banks  of  the  Mississippi, 
are  stated  in  full,  in  my  official  printed  reports,  made  to  the 
U.  S.  Government,  during  an  experience  of  three  years 
service  on  the  surveys  of  the  Bed  of  the  Mississippi  and  the 
Missouri,  in  connection  with  other  duties.  I  differ  from  all 
other  Engineers,  except  some  who  may  perchance  have  read 
my  reports,  as  to  the  cause  of  these  abrasions.  I  maintain 
that  the  root  of  the  evil  is  to  be  found  in  stages  of  the  river 
below  medium  and  usual  low  water.  They,  on  the  contrary, 
hold  that  the  evil  is  to  be  found  in  stages  above  medium  and 
up  to  high  water. 


15 

In  my  researches  in  the  bed  of  the  river,  in  various  places, 
I  have  come  to  this  practical  result,  which  I  here  state,  be- 
cause it  serves  as  the  very  basis  upon  which  any  work,  to 
stand  in  the  river,  must  be  planned  and  executed. 

After  reaching  the  bottom  of  the  water,  we  come  to  a 
layer  or  stratum,  varying  in  thickness  or  depth,  from  12  to 
22  feet,  (which  stratum  I  have  marked  M,  in  the  sectional 
drawing,)  and  which  is  of  extreme  mobility.  It  is  in  this 
easily  moved  mass,  that  the  under  currents  in  medium  stages 
and  in  low  water,  are  working  mischief,  so  to  speak.  A  pile 
driven  into  this  stratum  only,  or  a  dam  built  upon  it,  or  a 
crib  resting  on  it,  or  any  work  of  engineering  of  the  ordinary 
kind,  applicable  to  hard  bottoms,  is  certain  not  to  stand. 
Piles  of  stone,  with  this  as  a  foundation,  do  not  stand  ;  they 
sink  and  spread  out,  and  are  lost.  The  currents  in  low  wa- 
ter stages,  cut  entirely  down  through  this  stratum,  to  a  cer- 
tain depth,  and  the  depth  to  which  their  influence  penetrates, 
is  the  limit  of  the  depth  of  this  moveable  stratum,  M.  This 
depth  is  determinable.  Below  this  there  ensues  the  stratum 
of  under  ground,  which  is  more  permanent  in  position,  and 
not  acted  on  by  the  under  currents,  being  below  their  influ- 
ence.    This  stratum  I  have  marked  P. 

All  works  in  the  Mississippi  must,  to  stand,  be  planned  and 
executed  in  reference  to  the  stratum  Pas  a  foundation, and  not 
with  reference  to  Mas  a  foundation.  The  stratum  Pis  compres- 
sible, but  is  not  undermined  by  the  river  currents,  nor  moved 
by  their  force.  Piles  will  stand  if  driven  well  into  P.  Stone 
will  only  stand  when  the  mass  is  rested  on  this  bottom,  and 
will  stop  sinking  as  soon  as  the  force  of  restitution,  or  react- 
ing spring  of  this  stratum,  is  equal  to  the  weight  in  water  of 
the  stones  compressing  it — then  will  the  stone  pile  stand. 
In  all  solid  cribs  or  stone  piles,  we  must  fill  up  as  fast  as 


18 

they  will  sink,  until  they  attain  to  this  position  of  stability  ; 
and  hence  the  vast  amount  of  work  required  to  execute  a 
plan  of  stone  revetment,  or  stone  dam  or  crib  work.  Those 
Engineers  who  have  been  familiar  with  hard  bottoms,  in  the 
execution  of  their  works,  do  not  appreciate  this  difficulty. 

This  moveable  stratum  (M)  being  borne  in  mind,  it  be- 
comes a  very  simple  problem  to  solve  the  abrasion  of  a  bank. 
The  direction  of  the  stream  at  low  water,  setting  obliquely 
against  the  bank,  carries  the  main  channel  near  that  bank,  by 
the  under  current  washing  or  cutting  out,  and  moving  along 
the  matter  in  the  stratum  M,  and  thus  undermining  the  bank  ; 
and  this  will  reach  so  far  in,  that  frequently  in  low  water, 
when  the  banks  are  not  saturated,  they  stand  vertically,  and 
even  overhanging,  until  the  cohesion  of  the  mass  is  overcome 
by  its  own  weight,  then  a  slide  of  earth  takes  place  into  the 
river,  and  is  washed  down  and  swept  around,  and  forms 
some  new  deposit,  or  goes  to  augment  one  already  com- 
menced. But  in  most  cases,  the  bank  holds,  although  it 
has  been  undermined,  until  the  periodical  rise  of  the  river 
comes  ;  then  the  banks  being  full,  become  saturated — great 
masses  slide  off  and  are  carried  along.  To  Engineers  who 
have  taken  a  superficial  view,  it  appears  that  this  high  water 
stage  performs  all  the  mischief,  whereas  these  high  water  stages 
only  manifest  the  evil  done  in  low  water  stages,  or  medium, 
and  from  that  down  to  extreme  low  water. 

I  have  only  dwelt  on  the  cause  of  abrasion,  because  this 
is  the  only  serious  difficulty  to  be  grappled  with  on  the  Mis- 
sissippi, and  which,  if  not  arrested,  will  undoubtedly  wear  a 
very  deep  indentation  into  the  west  side  of  the  Cairo  site, 
unless  some  fortunate  change,  which  is  by  no  means  impos- 
sible, occurs  in  the  reach  of  the  river  above  Cairo,  and  be- 
low the  ground  chain.  Such  a  change  in  that  reach,  may 
occur  within  a  short  period,  as  to  render  very  expensive 


n 

works  for  the  abraded  bank  at  Cairo,  unnecessary.  A  pro- 
per reconnaisance  made  in  low  water,  by  one  competent  to 
the  task,  will  settle  this  question, — for  all  the  changes  that 
occur  at  a  given  point,  or  rather  in  a  given  reach,  are  pro- 
duced by  the  direction  of  the  stream  in  the  next  reach  above, 
until  you  come  to  the  rock  barriers.  Should  the  abrasion  at 
Cairo,  threaten  to  continue  there  to  the  extent  of  cutting 
through,  or  wearing  off  considerable  of  the  site,  then  it 
should  be  arrested. 

I  now  proceed  to  explain  the  plan  T  have  designed  for 
this  case  of  the  abrasion  on  the  Mississippi  side  of  Cairo. 

I  find  by  Capt.  Long's  soundings,  the  mean  depth  of  wa- 
ter along  the  abraded  bank,  was  25  feet  ;  and  that  this  mean 
depth  is  about  equal  to  the  mean  depth  any  where  in  that  part 
of  the  river.  This  shows  a  decided  deep  channel  close  in 
shore,  along  in  that  bend.  The  velocity  of  the  water  there 
is  not  given,  which  is  a  defect  in  the  survey  ;  extreme  low 
water  is  six  feet  below  the  stage  of  his  soundings,  which 
would  make  the  mean  depth  of  water  at  the  lowest  stage,  19 
feet.  The  depth  of  the  moveable  stratum  (M)  will  be  found 
not  to  exceed  15  feet.  Had  I  the  velocity,  1  could  be  more 
certain  of  this  element  of  the  plan  ;  but  I  think  I  am  safe  in 
calling  M  15  feet  deep.  Then  we  come  to  a  stratum  (P) 
which  is  sufficiently  permanent  to  rely  on  for  foundations,  in 
all  stages  of  the  river.  From  extreme  low  water  down  to 
stratum  P,  is  34  feet. 

Suppose  a  line  (L)  convexed  towards  the  shore,  extend- 
ing longitudinally  along  the  river,  parallel  with  the  general 
line  of  the  bank,  (along  where  I  have  marked  "Harbor"  in 
the  Mississippi,)  and  at  a  distance  of  50  feet  from  and  west 
of  the  low  water  line.  There  will  be  thus  left  a  border  of 
the  river  between  this  supposed  line  /.,  and  the  city  shore, 


18 

of  50  feet  in  width.  All  along  on  the  line  £,  drive  a  row  of 
substantial  square  piles,  not  less  than  12  inches  in  diameter, 
in  juxtaposition,  16  feet  into  the  stratum  P.  This  row  of 
piles  to  extend  from  a  little  above  where  abrasion  commen- 
ces, down  to  where  it  terminates.  This  line  of  piles  will 
constitute  the  river  face  of  the  artificial  bank,  and  will  be  the 
face  of  the  harbor.  The  tops  of  the  piles  to  be  left  below 
extreme  low  water.  Back  of  this  row,  at  twenty  feet  to- 
wards the  shore,  drive  a  pile  occasionally,  so  that  another 
line  shall  be  formed  parallel  with  the  line  L.  The  piles  in 
the  second  line,  to  be  20  feet  apart.  These  serve  to  attach 
ties  to,  and  as  stays  to  facilitate  the  operations  of  the  work 
as  it  progresses.  A  stringer  is  to  be  attached  to  the  heads 
of  the  piles  in  L,  and  at  every  20  feet  a  tie  (t)  is  to  extend 
back  to  the  corresponding  pile  in  the  inshore  row,  and  at- 
tached to  it.  None  of  the  wood  work  is  to  be  left,  when 
finished  above  extreme  low  water,  to  ensure  no  decay.  At 
first  view,  there  appears  a  difficulty  in  executing  the  works 
below  low  water.  This,  however,  can  be  done  by  a  skilful 
constructing  Engineer,  who  would  not  be  biased  by  some 
favorite  plan  of  his  own  for  the  whole  work. 

Between  the  row  of  piles  L,  and  the  shore,  there  is  now 
a  space  of  50  feet  in  width  to  be  filled,  marked  F  ;  this 
should  be  filled  with  earth,  brush  and  stones.  The  propor- 
tions of  these  should  be  so  adjusted,  as  to  make  the  specific 
gravity  of  the  mass,  a  little  more  than  that  of  water — using 
more  brush  up  next  the  front  row  of  piles  than  farther  back  ; 
we  may  thus  entirely  avoid  unequal  pressure  on  the  sides  of 
the  piles,  and  they  will  stand  without  being  pushed  over  to- 
wards the  river.  Having  filled  the  space  F,  up  to  extreme 
low  water,  then  fill  up  to  grade  of  the  slope  of  the  bank — 
which  slope  is  to  be  1  to  5 — all  the  way  up  to  the  top  of  the 
natural  ground.     Then  form  the  embankment  E,  which  is  to 


19 

serve  as  the  dyke,  on  top  of  which  the  Levee  street  and  the 
Railroad  are  to  be.  The  inner  slope  of  the  dyke  to  be  also 
1  in  5.  The  whole  to  be  paved  with  stone,  from  extreme 
low  water  up  to  the  street — the  street  itself  and  the  inner 
slope  likewise. 

The  cross  section  of  the  work  is  seen  in  drawing,  No.  1. 

Drawing,  No.  2,  explains  how  the  work  should  be  exe* 
cuted,  if  stone  be  used  instead  of  timber.  S,  represents  the 
section  of  the  stone  pile,  after  enough  has  been  put  in  to  fill 
from  stratum  P,  up  to  extreme  low  water.  The  filling,  in 
this  case  (unlike  the  other  at  F,)  to  be  done  entirely  with 
earth  graded  from  the  bank  ;  and  also  the  embankment  E  to 
be  made  from  the  same  source. 

The  face  of  the  work  should  be  set  off  50  feet  from  the 
low  water  line,  because  this  space  would  be  needed  to  work 
the  boats,  pile  driver  and  scows  in  ;  and  besides,  this  and 
the  embankment  E,  will  just  about  swallow  up  all  that  is  to 
be  graded  off  the  bank  to  form  the  slope  of  the  levee. 

The  estimate  will  now  be  presented  for  each  kind  : 
One  Mile  of  River  Bank — Drawing,  No.  1. 

1  Steam  Pile  Driver,        -  $1,500  00 

2  Working  Scows,  with  fixtures  for  business,  600  00 
1  Steam  Saw  Mill,           ....           2.000  00 


Machinery,         -         $4,100  00 

5280  Piles  for  row  L,  262  for  back  row,  at  $3,     16,626  00 

5280  feet  Stringers, 105  60 

262  20  ft.  Ties,  at  40c,         -         -         -        -     104  80 

Labor  of  men  and  subsistence,  driving  piles,  &c,  3,324  00 

Labor  of  putting  on  Stringers  and  Ties,       -         -     841  60 

Carried  over,  •  $25,102  00 

3 


20 

Brought  over,  -  $25,102  GO 

Grading  off  the  natural  bank— 411,035  cub.  yds. 
Of  this,  220,017  cub.lyards  to  be  put  into  E,  to 

complete  it,  at  10c,  -  -  22,001   70 

"        189,070  c  y.  to  be  put  into  F,  at  5c,      9,453  80 
Brush  filling,   and  stone  to  sink  it,  in  E,   94,449 

cub.  yds.,  at  15c,  -  -  -  14,167  35 

Paving  with  stone,  Business  Levee,  Levee  st. 

and  inner  slope,  72, GOO  c  yds.,  at  $1.50,    108,900  00 
Engineering,    superintendence  and  contingen- 
cies,  10  per  cent.,  ...  17,962  4S 

Total,  -  $197,587  33 
Which  brings  it  to  about  $37.46  per  running  foot.  What 
now  does  this  accomplish  ?  It  protects  the  bank  from  abra- 
sion ;  it  makes  a  first  rate  Harbor  ;  it  makes  a  broad  busi- 
ness levee  ;  it  forms  a  permanent  Levee  Street,  SO  feet  wide  ; 
it  forms  a  peifect  Dyke  to  prevent  inundation  ;  it  forms  the 
Railroad  Embankment — all  under  one  general  system. — 
When  the  water  is  at  extreme  high  stage,  there  will  then  be 
left  a  perfect  business  levee  street,  with  20  feet  of  its  exterior 
slope,  and  45  feet  of  inner  slope — making  145  feet  in  width 
for  business — while  most  of  the  Western  cities  are  left  with- 
out any  levee  in  these  high  stages.  It  was  particulaly  so, 
at  St.  Louis  and  Louisville,  in  1844. 

Should  80  feet  be  regarded  too  wide  for  the  top  of  the 
dyke,  then  the  following  rule  observed,  will  give  the  estimate  : 
Diminish  the  amount  of  the  foregoing  estimate  by  10  cents 
for  each  foot  less  than  80,  the  top  of  the  dyke  may  be  made 
in  width.  For  example,  if  the  levee  street  be  60  feet  wide, 
which  is  20  feet  less  than  80,  the  deduction  will  be  $2  for 
every  running  foot  of  bank,  which  would  make  the  whole 
works  cost  $35.46  per  running  foot.  If  the  top  of  the  dyke 
is  only  sufficient  for  a  railway  of  double  track,  it  should  b© 


21 

26  feet,  which  is  less  by  54  than  80 — this  will  reduce  the 
cost  to  nearly  $32  per  running  foot  for  all  the  works. 

I  have  before  remarked,  the  velocity  of  the  Mississippi, 
where  the  abrasion  is,  is  not  given  in  the  survey.  It  is  pos- 
sible this  may  be  so  great,  the  piles  could  not  be  driven  with 
that  precision  the  plan  contemplates.  Should  this  be  so,  a 
modification  of  the  foregoing  plan,  No.  1,  will  be  required — 
but  this  would  not  enhance  the  cost.  It  would  perhaps  les- 
sen it  ;  but  the  work  would  not  present  that  uniformity  of 
face,  for  harbor  purposes.  The  piles  would  have  to  be 
driven  as  near  in  line,  and  at  stated  distances,  as  possible, 
and  a  different  method  of  ties  be  introduced,  as  well  as  of 
filling,  to  form  the  face  of  the  work,  but  the  main  features 
would  be  the  same. 

The  estimate  will  now  be  given  for  one  mile  of  construc- 
tion, using  all  stone,  and  no  timber. 

One  Mile  Construction — Drawing,  No.  2. 

The  base  of  the  stone  woujd  ultimately  have  a  width  of 
74  feet,  and  the  top  about  6  feet,  and  the  height,  after  sink- 
ing, would  be  34  feet.  The  method  of  depositing  these 
stones,  would  be,  to  commence  with  a  base  of  40  feet  in 
width,  and  drop  the  stone  on  this — continually  drawing  in  as 
we  fill  up,  after  the  stones  have  settled,  and  spread  to  rest  on 
the  stratum  P,  as  they  would  by  the  washing  out  of  stratum  M. 
265,954  c.  yds.  of  stone,  quarried,  transported, 

and  deposited  by  contract,  at  $1.50,         $398,931  00 
Grading  off  the  bank — 411,038  cubic  yards — 
Of  this,  220,017c.  y.  put  in  to  complete  E,  10c.  22,001  70 

And  191,021     "      "     to  fill  F,  at  5c.  9,55105 

Paving  levee,    Levee  street,    and  inner  slope, 

73,920  cubic  yards,  at  $1.50,  -  110,880  00 

Contingencies,  Engineering,  3  per  cent.,  16,240  91 


Total,         -        $557,604  66 


: 


22 

This  would  bring  all  the  works  up  to  $105.67  per  run- 
ning foot  of  bank.  It  is  possible  the  stone  might,  on  so 
heavy  a  contract,  be  got  and  deposited  somewhat  cheaper, 
which  would  reduce  the  cost. 

It  is  to  be  observed  No.  I  and  No.  2,  apply  to  the  abra- 
ded bank  on  the  Mississippi.  The  plan  represented  in  draw- 
ing, No.  3,  is  what  I  should  adopt,  where  harbors  are  re- 
quired, as  on  the  Ohio  side,  where  no  abrasion  is  to  be 
feared. 

This  construction  would  be  as  follows  :  Let  there  be  set 
off  about  20  feet  from  the  extreme  low  water  edge,  and  drive 
a  row  of  piles,  leaving  a  border  of  river  about  20  feet  wide, 
all  along  the  site  for  the  harbor.  The  piles  should  be  six 
feet  apart  in  the  row,  and  30  feet  long,  running  18  feet  into 
the  bed  of  the  river.  Should  the  20  feet  above  specified, 
not  give  12  feet  depth  at  stage  of  extreme  low  water,  then 
set  off  the  row  of  piles,  until  12  feet  depth  is  attained. 
Drive  the  piles  until  the  heads  are  below  extreme  low  water; 
put  down  on  the  inside  of  this  row,  a  sheeting  of  3  inch 
plank  ;  then  fill  in  at  F  with  earth,  (cut  from  bank  C)  brush, 
and  a  few  stones — proportioned  so  as  to  have  the  specific 
gravity  of  the  compound  mass  some  greater  than  water — the 
more  brush  the  better,  consistent  with  that  condition.  Slope 
the  bank  C,  and  use  the  material  to  form  the  embankment 
E.  Pave  the  slope  of  the  business  levee,  the  Levee  street, 
and  the  inner  slope. 

One  Mile  of  Construction — Drawing,  No.  3. 

Machinery, $4,100  00 

680  square  piles,  30  feet  long,  at  $1.80,      -  1,584  00 

1 90  M.  board  measure,  3  inch  plank,  put  in  place, 

at  $15  per  M.,  ....  2,85000 

Embankment  at  E,  220,017  cub.  yds.,  at  10c,    22,001  70 
Filling  at  F,  23,443       "  at  15c,      3,516  45 


23 

Wasting  of  earth  out  of  C,  (contingent)  -         2,000  00 

Paving  71,966  cubic  yards,  at  $1.50,  107,949  00 

Engineering,  contingencies,  &c,  10  per  cent.,     14,400  00 

Total,         -         $158,401   15 
Which  brings  the  cost  to  $30  per  running  foot  of  river  front. 
The  same   rule  of  reduction  will  apply  as  in  the  other 
cases,  for  diminishing  the  width  of  Levee  street. 

The  Railroad  track,  after  leaving  the  Ohio  at  the  N.  E. 
angle  of  the  city,  to  return  into  itself  at  J,  should  be  laid  on 
an  embankment  represented  in  cross  section  by  drawing,  No. 
4,  being  3  feet  above  extreme  high  water,  60  feet  wide  on 
top,  and  with  slopes  of  3  to  1 — the  top  of  the  embankment 
serving  as  a  street,  as  well  as  for  the  Railway,  and  the  em- 
bankment for  a  dyke.  In  coming  down  from  J  to  the  head 
of  the  Mississippi  Harbor,  a  similar  embankment  should  be 
constructed  for  the  same  ends.  It  will  be  unnecessary  to 
pave  the  inner  slopes  of  these  embankments  ;  they  may  be 
put  in  grass  or  shrubbery,  (excepting  where  they  are  inter- 
sected by  the  city  streets) :  but  the  outer  slopes  should  be 
paved,  to  resist  the  washing  by  the  currents,  in  time  of  in- 
undation, from  either  river. 

One  Mile  op  this  Work. 

153,120  cubic  yards  in  bank,  at  15c,  -  $22,968  00 
Paving  top  of  Embank't,  1 1,721  c.y.,  at  $1.50,  17,58100 
Paving  outer  slope,  5,860     "  «         8,790  00 

Engineering,  superintendence,  &c,  2  per  cent.,        988  78 

Total,         -         $50,327  78 
This  work  comes  to  $9.55  per  running  foot  of  embank- 
ment.    If  the  embankment  be  reduced  to  20  feet  in  width, 
on  top,  it  would  cost  $5.23  per  running  foot  of  embank- 
ment. 


24 

Should  the  narrow  policy  be  allowed  to  prevail,  by  ex- 
tending a  single  embankment  down  from  J,  and  terminating 
the  Railroad  at  some  point,  then  it  would  be  necessary  to 
enclose  sufficient  ground  for  a  depot,  by  a  dyke  of  sufficient 
width  on  top  for  a  double  track — in  short,  a  circle  would 
have  to  be  dyked  around,  and  the  dyke  26  feet  wide  on  top, 
and  sloped  as  in  drawing,  No.  4 — paved  on  top  and  on  the 
outer  slope.  This  would  cost  $5,87  per  running  foot  of  em- 
bankment. And  after  leaving  the  dyked  area  in  going  out 
towards  J,  until  out  of  reach  of  inundations  from  either  river, 
the  embankment  for  a  single  track  would  not  be  less  than  20 
feet  wide  on  top,  and  should  be  paved  on  both  slopes,  but  it 
would  not  be  necessary  to  pave  the  lop.  Its  cost  would  be 
$5.80  per  running  foot  of  embankment.  And  there  would 
have  to  be  a  business  levee  and  harbor  on  the  Ohio  side. 
Supposing  the  Railroad  thus  constructed,  and  the  town  to 
be  improved  afterwards,  it  is  easy  to  perceive,  there  would 
be  an  enormous  waste  of  money,  and  the  city  site  would  be 
greatly  impaired,  and  the  Railroad  terminus  would  not  be  so 
convenient  for  itself,  nor  so  advantageous  for  the  business  of 
the  rivers.  All  arising  from  a  want  of  harmony  in  the  out- 
set, in  a  general  plan  for  the  works,  which  the  importance  of 
the  site  justly  demands  from  those  who  have  the  responsibility 
of  these  contemplated  improvements. 

T.  J.  CRAM, 
Capt.  U.  S.  T.  Engineers. 


24 

Should  the  narrow  policy  be  allowed  to  prevail,  by  ex- 
tending a  single  embankment  down  from  J,  and  terminating 
the  Railroad  at  some  point,  then  it  would  be  necessary  to 
enclose  sufficient  ground  for  a  depot,  by  a  dyke  of  sufficient 
widtli  on  top  for  a  double  track — in  short,  a  circle  would 
have  to  be  dyked  around,  and  the  dyke  26  feet  wide  on  top, 
and  sloped  as  in  drawing,  No.  4 — paved  on  top  and  on  the 
outer  slope.  This  would  cost  $5,87  per  running  foot  of  em- 
bankment. And  after  leaving  the  dyked  area  in  going  out 
towards  J,  until  out  of  reach  of  inundations  from  either  river, 
the  embankment  for  a  single  track  would  not  be  less  than  20 
feet  wide  on  top,  and  should  be  paved  on  both  slopes,  but  it 
would  not  be  necessary  to  pave  the  top.  Its  cost  would  be 
$5.80  per  running  foot  of  embankment.  And  there  would 
have  to  be  a  business  levee  and  harbor  on  the  Ohio  side. 
Supposing  the  Railroad  thus  constructed,  and  the  town  to 
be  improved  afterwards,  it  is  easy  to  perceive,  there  would 
be  an  enormous  waste  of  money,  and  the  city  site  would  be 
greatly  impaired,  and  the  Railroad  terminus  would  not  be  so 
convenient  for  itself,  nor  so  advantageous  for  the  business  of 
the  rivers.  All  arising  from  a  want  of  harmony  in  the  out- 
set, in  a  general  plan  for  the  works,  which  the  importance  of 
the  site  justly  demands  from  those  who  have  the  responsibility 
of  these  contemplated  improvements. 

T.  J.  CRAM, 
Capt.  U.  S.  T.  Engineers. 


Desig/iedforfrotjecl/ju;  t/ie book <?/ ^Mississippi fomJarasion  at  Cairo  Ctyaiuijbrforminff  a 

business  Leree^  a  Levee  Street,  aDjr/ce  toprere/zt  iruu/rfa.ti0ri<,  and  a  Har&oroii,  t/ie  Missisippiside  of  Vie  town,  -aMatthe  srune 
time-Tfa£ailH'aytoerte/id aJ/?n&  the  £ei-ee  St/'<xt-tftt  Stwt  itsetf  sewing  as  a  J)y/ee .  ty  T.JICram 

thp.6  trS.r.jErtyirwers. 


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Designed  forOi*  Marfror  on  ttu  Ohio  side  of  Cairo 

for  a  business  levee  and,  a  leree  Street- J) jr/ce  to  prevent  vi/mdations 

T/l£  MdHJRoCfft  to  occupy  apa/t  oft/ie  St.  rh&  Sfreet  Usetfformi/itf  OiejDjrlee . 
— Mrhere  t/iere  is  Jto  abrasions  of  river  bank — 

fiyr.J.  Cram,. 


Bail  food.  on.  this  Street 


N?4 


Level  of  extreme  /ugh-  wa^e/- 


JVhvme&  Co.Z/mdLSt.JTJ: 


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